Design and Implementation of Flight Visual Simulation

System
Feng Tian1, , Wenjian Chai1, Chuanyun Wang1,
1

School of Computer Science, Shenyang Aerospace University,

110136 Shenyang, China
{tianfeng5861, cimu.love, wangcy0301}@163.com

Abstract. The design requirement for flight visual simulation system is

studied and the overall structure and development process are proposed in
this paper. Through the construction of 3D scene model library and aircraft
model, the rendering and interaction of visual scene are implemented. The
changes of aircraft flight attitude in visual system are controlled by real-time
calculation of aircraft aerodynamic and dynamic equations and flight simulation
effect is enhanced by this kind of control. Several key techniques for optimizing
3D model and relative methods for large terrain modeling are explored for
improving loading ability and rendering speed of the system. Experiment shows
that, with specific function and performance guaranteed as a premise, the
system achieves expected results, that is, precise real-time calculation of flight
attitude and smooth realistic screen effect.
Keywords: flight visual simulation; flight attitude control; 3D modeling;
model optimizing; terrain modeling.

Introduction

The Flight Visual Simulation System (FVSS) is an important integral part of flight
simulator. The system can provide vivid 3D scenes and effective flight information
including realistic flight environment and flight attitude. Flight equipment operations
can be quickly, safely and skillfully mastered by using the system. Building an
independent FVSS can reduce the cost and development circle of flight simulator.
Internal and unforeseen faults within aircraft body or caused by complex flight
environment can be avoided through the FVSS [1].
Based on the previous studies of visual simulation, an overall design and
implementation of flight visual simulation system is proposed in this paper.
Techniques of model optimization and large terrain modeling in 3D modeling are
described and the simulation accuracy and authenticity of flight attitude are enhanced.
For PC environment, generally speaking, the virtual reality technique based visual
simulation system has better performance in aspects such as visual immersion and
authenticity. However, simulation of flight motion is not adequate. Although
advanced computer languages such as C++ and so on are used for simulation
implementation of basic flight kinetic equations, the implemented system has

complex code, long development cycle, low reliability and difficult maintenance [2].
In order to overcome these shortages, simulation software, Matlab, is used for
calculation of flight kinetic equations; generated results are exported to Visual Studio
7 for mix programming in order to improve authenticity of simulated flight motion.
The proposed system has realistic 3D models and high immersion virtual scenes.

Design and Development Process of FVSS

The FVSS contains two main modules, flight simulation and visual simulation. For
flight simulation module, the main focus is on the modeling of flight motion
equations including aircraft aerodynamic and dynamic equations. The 3D motion
status of aircraft in flight simulation module is controlled and updated continuously in
accordance with the calculation results of these equations. And for visual simulation
module, distinct flight scene is constructed through simulations of terrain,
physiognomy, ground buildings and weather conditions. Main structure of the system
is shown in Fig.1.

Fig. 1. Main structure of the FVSS

In order to accelerate development speed, assure system quality and improve

system maintenance, software Creator and Vega Prime from MultiGen-Paradigm are
used for the development of visual simulation module. Calculation for flight
simulation module is carried out by Matlab and generated results are exported to
Visual Studio 7 for mix programming which implements the real-time control of
aircraft model flight motion in Vega prime. Actual development process is described
by the following steps and the process is depicted in Fig.2.
Step1: Software Creator is used for 3D modeling and flight motion simulation is
created by light kinetic equations;
Step2: Configuration, run and rendering of flight scene are through the call for .acf
file in Vega Prime;
Step3: Parameters of aircraft in visual simulation, such as flight attitude, velocity,
acceleration and so on, are calculated by Matlab.
Step4: .exe file is generated by using the integrated simulation platform of Visual
Studio 2003. In this platform, generated data from Matlab are used for real-time

connection between flight attitude and visual scene of aircraft model in Vega Prime.
The visual simulation module and flight simulation module are combined together
through the real-time connection and control.

Fig. 2. Actual development process of the FVSS

Mathematical Modeling of Flight Simulation

The aircraft flight motion simulation, as an important part of FVSS, directly affects
the reliability and authenticity of the system. Flight motion simulation effect can be
greatly improved by relative mathematical models of aircraft flight dynamics. In this
paper, the FVSS is based on two assumptions:
a. Flight area is the space above ground level where the rotation of earth and the
curvy motion of mass center of earth are neglected.
b. Aircraft is an ideal rigid body and influence from aircraft body elastic
deformation and rotating parts are not considered [3].
3.1

Models of Aerodynamic and Aerodynamic Moment

When an aircraft is in the air, besides gravity and motor power, aerodynamic forces,
drag X, lift Y and lateral compression Z which are all caused by relative airflow also
act on the aircraft. Rotation inertia exists moment of inertia and would generate three
moments; rolling moment M x , yawing moment M y and pitching moment M z .
These aerodynamic forces and moments are as follows [4]:
Where, Cx , C y and Cz are coefficient of drag, lift and lateral compression
separately; mx , my and mz are coefficients of rolling moment, yawing moment

and pitching moment separately; q is speed pressure, S is wing area, b is wingspan

and c is average aerodynamic chord.
X qSCx
Y qSC y

(1)

Z qSCz
M x qSbmx
M y qSbm y

(2)

M z qScmz

3.2

Models of Dynamics

During the process of simulation, the 6-DOF motion equation is used for flight
motion calculation. The calculation generated parameters for both body coordinate
system and inertial coordinate system are axis acceleration, velocity, position, angular
acceleration, angular velocity, attitude angle, attack angle, side slip angle, flight path
pitch angle and flight path azimuth angle.
Following is the dynamics equation group of mass center motion in aircraft body
axis system [5].
dVx

m dt yVz zVy

Fx g x
dV y

m
zVx xVz Fy g y
dt

Fz g z
dV

z
m
xVy yVx
dt

(3)

Where, Vx , Vy and Vz are components of flight acceleration in aircraft body

axis system; x , y and z are components of aircraft angular velocity; Fx , Fy
and Fz are the components of total force in aircraft body axis system.
Jx

dx
d

J y J z y z J yz y2 z2 J zx z x y J xy y z x M x
dt
dt

dt

d y

J z J x z x J xz z2 x2 J xy x y z J yz z x y M y
dt

dt

dz
d

Jz
J x J y x y J xy x2 y2 J yz y z x J xz x y x M z
dt
dt
dt

Jy

dt

(4)

And above is the dynamics equation group for aircraft rotation about center of
mass. Where, J x , J y and J z are inertia moment; J xy , J yz and J xz are product of
inertia; x , y and z are angular velocities about each aircraft body axis
separately and

Mx , My

and

Mz

are resultant moments about each axis separately.

Due to the symmetry of aircraft, J yz and J xz can be treated as 0, so above

equation group can be simplified to the following form:
Jx

dx
J y J z y z J xy y z x M x
dt
dt

d y

J z J x z x J xy x y z M y
dt
dt

dz
2
2
Jz
J x J y x y J xy x y M z
dt
Jy

(5)

The relationship between change rate of attitude angle and component of angular
velocity can be expressed by the following equations:

x tan y cos z sin

y sin z cos

(6)

cos
sin
y
z
cos
cos

Where , and are rotation angle, pitch angle and side slip angle.
When 90, tan=, singular point would appear to and . In order to
resolve this problem, quaternion is adapted. The relationship between quaternion and
direction cosine can be showed by the following equation group:
l11 q02 q12 q22 q32

l12 2 q1q2 q0 q3
l13 2 q1 q3 q0 q2
l21 2 q1q2 q0 q3

l22 q02 q12 q22 q32

l23 2 q2 q3 q0 q1
l31 2 q0 q2 q1q3

l32 2 q2 q3 q0 q1

l33 q02 q12 q22 q32

(7)

And the relationship between the quaternion and attitude Euler angle can be
expressed by (8)

q0 cos / 2 cos / 2 cos / 2 sin / 2 sin / 2 sin / 2

q1 cos / 2 sin / 2 sin / 2 sin / 2 cos / 2 cos / 2

q2 cos / 2 cos / 2 sin / 2 sin / 2 sin / 2 cos / 2

e3 cos / 2 sin / 2 cos / 2 sin / 2 cos / 2 sin / 2

(8)

Following is the calculation method for the quaternion by using aircraft body axis
angular velocities xb , yb and zb .
0
dq0 / dt

dq
/
dt
1
1 xb
dq2 / dt 2 yb

dq3 / dt
zb

xb
0

yb
zb

zb
yb

0
xb

zb q0
yb q1
.
xb q2

0 q3

(9)

After obtaining the quaternion, attitude angles are computed by the following
equation group.
sin 2 q1q2 q0 q3 l12
sin / cos 2 q2 q3 q0 q1 / 1 2 q12 q32 l32 / l22

(10)

sin / cos 2 q3 q1 q0 q2 / 1 2 q22 q32 l13 / l11

The aircraft body axis system and the local rectangular coordinate system can be
transformed by matrix (11).

cos cos
sin
cos sin
xb
x
y sin cos cos sin sin cos cos sin sin cos cos sin y
b

zb sin cos sin sin cos cos sin sin sin sin cos cos
z

(11)

The attack angle, side slip angle and rate of change are computed by (12)

2
2
2
vbx vby vbz
V
arctan vby

vbx

vbz
arctan
2

vbx vby2

vbx vbx vbv vbv vbz vbz

2
2
2

v
bx
by
bz

vbv vbx vbx vby

2
2

v

v
bx
by

2
2

bz
bx
bx
bv
bv
bz bx by

vbx2 vby2 vbz2 vbx2 vby2

(12)

In aerodynamics, angle of attack, usually denoted as , specifies the angle

between the chord line of the wing of affixed-wing aircraft and the vector
representing the relative motion between the aircraft and the atmosphere. Since a
wing can have twist, a chord line of the whole wing may not be definable, so an
alternate reference line is simply defined. When the component of relative velocity
along yb axis is positive, angle of attack is positive, otherwise contrary.
Angle of side slip relates to the rotation of the aircraft centerline from the relative
wind. In flight aerodynamics, this angle is usually denoted as and is usually
assigned to be positive when the relative wind is coming from the right of the nose of
the airplane. The sideslip angle is essentially the directional angle of attack of the
airplane.

4.1

3D Modeling and Visual Scene Driving

3D Modeling

Creator is a real-time 3D modeling tool suite which can generate models with high
verisimilitude rate. It integrates polygon mesh modeling, vector modeling and terrain
generation into a software package and is mainly applied in visual simulation and
interactive simulation. Its powerful modeling functions can provide tools for pattern
generator. The advanced real-time functions of this software, such as LOD, polygon
screening, logic screening, drawing priority and separation surface, make the
OpenFlight (.flt) file the most popular image format in real-time 3D field[6~7].
In this paper, the domestic Kitty Hawk 500 aircraft is used for 3D modeling.
Generated model has the same scale parameters as actual Kitty Hawk 500. Dynamic
modeling of landing gear, propeller and cockpit door needs the DOF technology
provided in Creator in order to display not only flight motion but also motions of
some aircraft components. Fig.3 Kitty hawk model and database hierarchy [6][7].

Fig. 3. Kitty hawk model and database hierarchy

4.2

Model Optimization

In visual simulation systems, loading capacity and rendering efficiency are directly
affected by model size, model quantity and range of region terrain. Model
optimization is an important step during the design and implementation process
because optimized model can provide better authenticity and real-time display.
Following optimization techniques are applied for 3D modeling in this paper.
Removing redundant triangles and polygons. If too many triangles and polygons
existed in one scene, the memory would possibility be exhausted and the acceptable
lowest frame rate would not be maintained. This problem should be considered in the
beginning of design; and models of realistic facade and simple structure are welcome
for FVSS .
LOD. Levels of detail (LODs) can be used to stay within the polygon budget and
increase viewing performance. LODs are versions of the same model with different
numbers of polygons. As the eye point moves closer to the model, more detailed
versions are substituted. The version with the highest number of polygons, called the
highest LOD, is only displayed when the eye point moves closest to the model in the
runtime. When the eye point moves out of the model, not as much detail needs to be
visible, a lower LOD is switched in.
Using texture mapping. Texture Mapping is the process of applying a texture pattern
onto one or more polygons (faces). The Texture Mapping palette is useful for storing
a previously mapped texture and its coordinates. You can quickly apply this texture
mapping to many faces. This method is useful when you have a large area to cover
with a specific texture. Instead of selecting each face and using a Put Texture tool to
choose the coordinates for mapping the texture, which can be time-consuming for
large databases, you can choose a texture in the Texture Mapping palette with its
predefined alignment and select the faces on which to apply it.
Using instances. In complex scenes, large amount of memory space would be
occupied due to the usage of massive identical geometric solids. Instances can be used
to overcome this plight. An instance is a reference to geometry in database file is
referenced instead of duplicated. Only one copy of an objects geometry is stored in
memory. Instances seem like many shadows of a geometric solid. These instances all
have the same properties except space position. The advantages of using instances are
that we can save disk space, save time creating new models, and save time editing all
occurrences of a model. A possible disadvantage is that you have multiple objects that
look exactly the same. This may not be noticeable in large, complicated databases but
may be a disadvantage in small databases in which we need more flexibility.

Creating Billboards. Billboards are single polygons that are often used to represent
symmetrical objects, such as poles, trees, or people. You can apply texture to
billboards to create very detailed objects with a low polygon count. Billboards rotate
to face the eye point in the runtime system, so the textured side of the polygon is
always visible.
External references. An external reference is a reference to geometry in another
database. With external references, we can reduce the number of polygons in a large
database. They are useful for large or complicated databases that use the same
geometry in different areas. To create an external reference, we place an external
reference node in the database hierarchy, and then assign the directory path and file
name of another database to the node. The system uses this directory path to load each
external reference. Generally, when loading the program, if all objects were contained
in main file, all these objects would be loaded. However, if external reference is used,
only objects which fall into sight are loaded rather all objects.[8].
4.3

Scene Driving

After the generation of scene models, real-time rendering needs to be performed in

Vega Prime which consists of a graphical user interface called LynX Prime and Vega
Prime libraries and header files of C++-callable functions. LynX Prime is the
graphical user interface for defining, editing, and previewing Vega Prime applications.
During the runtime of the application, selection function in user interaction is
completed by Vega Prime library function calls.
A convenient class called vpApp is shipped with Vega Prime. vpApp is
constructed based on the initialization, define, configuration, frame loop, and
shutdown flow. The vpApp is used in all code examples through out this guide [9]. A
basic Vega Prime application will look like this:
#include <vpApp.h>
int main(int argc, char *argv[])
{
// initialize vega prime
vp::initialize(argc, argv);
// create a vpApp instance
vpApp *app = new vpApp;
// load acf file
if (argc <= 1)
app->define("kitty hawk500.acf");
else
app->define(argv[1]);
// conFig. my app
app->conFig.();
// frame loop
app->run();
// unref my app instance
app->unref();

// shutdown vega prime

vp::shutdown();
return 0;
}

4.4

Terrain Modeling

Terrain modeling is the generation of a polygon set with which these polygons has
certain organized sequences and can approximately represents surface conditions of
earth. During the generation, DEM of realistic terrain with appropriate proportion,
geomorphology feature data and appropriate transition algorithm are used [10]. In this
paper, the terrain of Shenyang region is based for terrain modeling. And generated
models are used for terrain models in system scenes. Terrain modeling contains the
following main steps:
Get terrain DEM data. The DEM data file (.img format) for Shenyang region (north
latitude 41.8, east longitude 123.4) is downloaded from International Science Data
Services Platform;
Data conversion. The downloaded .img file is converted to .DEM file by Global
Mapper software, and the .DEM file is continuously converted to .DED format
through the command readusgs in Creator;
Create terrain file. Open the Terrain tool in Creator and import the .DED file created
in step b, split the DED file into partitions by applying the technology of Large Area
Database Management. Through Page scheduling for these partitions, memory usage
and rendering time would be decreased. By partitioning DED file, large terrain can be
conveniently integrated into the program.

Experiment Analyses

The simulation result is verified in Matlab. Parameters of Kitty Hawk 500 are used for
the simulation of flight motion equations. These parameters include mass (1000kg),
flight velocity (250km/h), flying altitude (3000m), mean aerodynamic chord (1.9m),
wingspan (10m), yaw angle (0deg/s), pitch angle (0deg/s) and roll angle (0deg/s).
Fig.4 shows the changing curve of relative air speed, Mach number and dynamic
pressure in short period; Fig.5 shows the changing curve of axial velocity; and the
changing curve of yaw angle, pitch angle and roll angle is shown in Fig.6. As we can
see, the Matlab simulation results are consistent with theory analysis and show higher
simulation accuracy.
Under above conditions, the FVSS is simulated and the results are shown in Fig.7
and Fig.8. Fig.7 is a flying screenshot of Kitty Hawk 500 which is 3000 meters above
Shenyang region. Fig.8 is a scene looked from cockpit. Seen from the experiment

results, it can be concluded that the FVSS developed through integrated development
platform are capable of obtaining better fidelity and real-time.

Fig. 4. The changing curve of relative air speed, Mach number and dynamic pressure in short
period

Fig. 5. The changing curve of axial velocity

Fig. 6. The changing curve of yaw angle, pitch angle and roll angle

Fig. 7. A flying screenshot of Kitty Hawk 500 which is 3000 meters above Shenyang region

Fig. 8. A scene looked from cockpit

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